Brake rigging for clasp brakes



March 15, 1938..

J. F. HOLLOWAY BRAKE RIGGING FOR CLASP BRAKES Filed March 14, 1936 INVENTO esseF. 0H0 ,ay

Patented Mar. 15, 1938 uNrr o srre 3 Claims.

This invention relates generally to brake rigging and more particularly to an improved clasp type. brake adapted especially for four wheel electric trucks such as are used in railroad cars, Diesel electric locomotives or electric locomotives of the ordinary type, and it is an object of my invention to provide an improved brake rigging applicable to a clasp type brake, whereby the same may be operated in a simple and efficient manner with a construction that is compact, sturdy and economical in manufacture, maintenance and operation.

Other objects and advantages will be more apparent to those skilled in the art from the following description of the accompanying drawing in which:

Fig. 1 is a plan view of my improved brake rigging app-lied to a truck only one-half of which is shown;

Fig. 2 is a side elevation of Fig. 1;

Fig. 3 is an elevation of the right end of Fig. 2;

Fig. 4 is an enlarged fragmentary side elevation of the lower end of the brake hanger and brake head showing the means for maintaining the brake shoe concentric with the wheel;

Fig. 5 is an elevation of Fig. 4, viewed in the direction of arrow A, Fig. 4;

Fig. 6 is a section on line 66 of Fig. 4.

In the particular embodiment of the invention which is disclosed herein merely for the purpose of illustrating one specific form among possible others that the invention might take in practice, I have diagrammatically shown a conventional truck having usual side sills I, end sills 2 and a transom 3 supported upon a pair of wheeled axle units 4 and 5. Usual journal boxes, springs and equalizing beams, as well as other usual truck features, may be employed but are omitted for sake of clarity inasmuch as they do not constitute a part of my present invention. It will of course be understood that the braking apparatus and truck structure are identical and symmetrical on both sides of its center line and h nce the description of one side will suffice for both.

Each wheel is provided with clasp brake heads and shoes 6 and i, and 8 and 9 pivotally supported as at it to it on vertical levers M to H whose upper ends are pivotally supported to the truck frame as indicated at 18 to 2!. The lower ends of the brake levers are pivotally connected as at 22 to 25 to horizontal equalizing levers 26 to 29 whose inner and outer ends terminate respectively in planes located on the inside and outside of the wheel. Axially adjustable tension rods 30 and 3! pivotally connect together the outer ends of equalizing levers 26 and 2?, and 28 and 29 while a compression rod 32 pivotally connects the inner ends of equalizing levers 2 l and 28. A transverse rod 32' pivotally connects the compression rods 32 on each side of the truck to assist in laterally stabilizing the brake rigging. The pivots 22 to 25 for the transverse equalizing levers lie substantially in the vertical plane of the wheels and of the vertical brake levers it to H. By reason of the equalizing levers 26 to 29 extending to the inner and outer sides of the wheel planes, it is possible to have pivots 22 to 25 located symmetrically with respect to the Vertical plane of brake levers M to El, it being understood that the lower ends of said levers are turned horizontally to provide a horizontal clevis 43 (Fig. 4) to receive the equalizinglevers. A tension rod 33 (Fig. 1) is pivotally connected as at 34 to the truck frame while its other end is pivotally connected to the inner end of equalizing lever 26.

Tension rod (Fig. 2) is pivotally connected in either one of a plurality of adjustable pivot positions 3'! to a vertical operating arm 36 which is secured to the inner end of a transverse shaft 31. This shaft is suitably journalled in the truck frame and has a vertical cylinder lever 38 secured to its outer end for pivotal attachment as at 39 to a cylinder push rod ill. This rod as is usual is attached to the piston within brake cylinder 4| which is preferably secured to the truck side sill I as by bolts 42 in any suitable manner.

Preferably, each brake shoe is maintained in concentric relation to its wheel by a spring. pressed plunger 45 (Fig. 6) slidably supported in a sleeve 46 which has adjustable threaded connection with an ear 41 formed on the side of the brake hanger E5. The spring 48 is thus entirely closed and readily adjustable. The sleeve is locked in position by a jam nut 49. The plunger bears against a lug 59 formed on the brake head I. The ears and lugs such as 41 and 59 are duplicated on each side of the brake head and hanger to permit interchangeable use thereof in left or right hand positions. The adjusting means are associated only with the lugs and the ears which assume a position on the outside of the truck, thereby rendering the adjustable means readily accessible. It will of course be understood that the foregoing construction is identical for each set of brake heads and hangers. As a result of this improved arrangement it is seen that I have provided a very simple and yet sturdy arrangement for holding the brake shoes concentric to the wheels when the brake is 01f without any possibility of the spring dropping out of position during service regardless of the lack of attention to the equipment.

In operation, the brakes are applied by causing the brake cylinder piston to move compression rod 10 to the right, thereby causing arm 38 to swing in a clockwise direction and rotate shaft 3? and lever 3t, whereupon compression link 35 moves equalizing lever 23 and its brake head pivotal connection 25 toward the wheel. Engagement of the brake shoe with the wheel causes equalizing lever 29 to move about its pivot 25 and accordingly pull on tension rod 3! thereby move lever 28 and pivot 24 so as to cause brake head 8 to press its shoe against the wheel. Thereupon compression rod 32 functions to operate the equalizing levers and rods 2?, 3! and 26 to move the brake heads 6 and 1 toward its wheel. Link 33 provides the necessary reaction force between the truck frame and the final end of the train of brake rigging levers and rods.

From the foregoing disclosure it is seen that I have provided a relatively simple, compact and yet efficient brake rigging for a clasp type brake and one which is economical in manufacture, maintenance and operation with the parts readily accessible for inspection and repair while at the same time maintaining the desired degree of flexibility and ruggedness.

It will of course be understood that various changes in details of construction and arrangement of parts may be made by those skilled in the art without departing from the spirit of the invention as set forth in the appended claims.

I claim:

1. A brake rigging comprising, in combination, a truck having a plurality of wheel and axle units, clasp brakes for said wheels, means for commonly operating said brakes including a brake cylinder mounted on said truck, a transverse operating shaft having a vertical cylinder and lever and a vertical brake operating lever operatively connected to said clasp brakes, and means for supporting said transverse shaft by said truck, said clasp brakes comprising vertical brake levers whose upper ends are pivotally supported by the truck frame and whose lower ends are provided with horizontal equalizing levers, the intermediate portions of said horizontal equalizing levers being pivotally connected to the brake levers, and tension rods pivotally connecting the outer ends of those of said horizontal equalizing levers which are associated with each wheel while a compression rod pivotally connects the equalizing levers which are located between the wheels.

2. A brake rigging comprising, in combination, a truck frame having a plurality of axle and Wheel units, each wheel having brake levers dependently pivotally supported by said truck frame, horizontal equalizing levers pivotally supported by each of said brake levers at the lower end thereof, compression and tension rods connecting said equalizing levers, and means for operating said equalizing levers including. a brake cylinder supported by said truck frame, a transverse shaft supported by said frame at one end thereof, a cylinder lever connected to the outer end of said shaft, an operating'lever dependently secured to the inner end of said shaft, and a compression rod connecting the lower end of said dependent lever with the horizontal equalizing lever which is adjacent to the end of the truck upon which said transverse shaft is mounted.

3. The combination set forth in claim 2 further characterized in that the inner and outer ends of said horizontal equalizing levers terminate respectively in planes located on the inside. and outside of the wheels while the pivotal connection between said equalizing levers and brake levers lies substantially in the central plane of the wheels.

. JESSE F. HOLLOWAY. 

